Railway locomotive truck

ABSTRACT

A railway locomotive truck in which weight transference from axle to axle is substantially reduced by stabilizing the springsupported bolster against tipping with respect to the locomotive underframe and by connecting the bolster to the truck frame near track level. Stabilization of the bolster is effected by providing a central bearing having a horizontal surface of large diameter, with opposing pivot-forming vertical cylindrical surfaces on the underframe and bolster parts at a sufficiently low level below the top of the bolster that the moment of the tractive force tending to tip the bolster (the product of the tractive force and the height of the pivot-forming surfaces from the rail) is less than the moment of the central bearing load (the product of the central bearing load and the diameter of the central bearing horizontal surfaces).

United States Patent Inventor Robert E. Stein Dorsey, Ill.

App]. No. 784,277

Filed Nov. 13, 1968 Patented Mar. 16, 1971 Assignee General Steel Industries, Inc.

St. Louis, Mo.

RAILWAY LOCOMOTIVE TRUCK 11 Claims, 4 Drawing Figs.

US. Cl. 105/199, 105/194, 105/197, 105/200 Int. Cl B61c 9/48, B61f3/04, B61f5/06 Field of Search 105/199 (c); 105/171, 193, 194, 197, 199, 200

References Cited UNITED STATES PATENTS 2,268,267 12/1941 Sheesley... 105/171 2,655,117 10/1953 Travilla 105/199(C) 3/1955 Wintemberg 105/1 99x Primary Examiner-Arthur L. La Point Assistant Examiner-Howard Beltran Attorney-Bede" and Burgess ABSTRACT: A railway locomotive truck in which weight transference from axle to axle is substantially reduced by stabilizing the spring-supported bolster against tipping with respect to the locomotive underframe and by connecting the bolster to the truck frame near track level. Stabilization of the bolster is effected by providing a central bearing having a horizontal surface of large diameter, with opposing pivotforming vertical cylindrical surfaces on the underframe and bolster parts at a sufficiently low level below the top of the bolster that the moment of the tractive force tending to tip the bolster (the product of the tractive force and the height of the pivot-forming surfaces from the rail) is less than the moment of the central bearing load (the product of the central bearing load and the diameter of the central bearing horizontal surfaces).

0, new,

Patented March 16, 1971 3,570,4 0

FIG4

INVENTOR ROBERT E. STEIN ATTORNEYS RAILWAY LOCOMOTIVE TRUCK BACKGROUND OF THE INVENTION In railway locomotives supported on a pair of swivel trucks in which the body load is entirely supported on the truck by means of center pivot bearings, the application of tractive forces to the truck tends to cause the truck to tip about a transverse axis through the pivot bearing, thus reducing the load. applied to the front wheels and correspondingly increasing the load on the rear wheels.

SUMMARY OF THE INVENTION The invention relates to railway rolling stock and consists particularly in a locomotive swivel truck arranged to minimize load transference from one axle to another during operation.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. l is a top plan view of a truck embodying the invention.

FIG. 2 is a side elevational view of the truck illustrated in FIG. 1.

FIG. 3 is a transverse vertical sectional view along line 33 of FIG. 1.

FIG. 4 is a fragmentary longitudinal vertical sectional view along line fl-40f FIG. 1.

DESCRIPTION OF THE PREFERRED EMBODIMENT Thehum eral 1 refers to railway flanged wheels mounted in spacedparrs on a pair of spaced axles 2 and 3. Journal boxes 5 rotatably receive the ends of axles 2 and 3. Longitudinally extending drop equalizer beams 7 are supported at their ends on journal boxesfi and, longitudinally inwardly from their ends, support upright coil springs 9.

A' rigid ck frame includes transversely spaced longitudinallyeiitending side members 11 positioned transversely outwardly'of the wheels and supported on springs 9. Side membersillljare formed near their ends with depending pedestalja' 113 which embrace and vertically slidably receive journal box if 5 so as to maintain the wheels and axles in trarnmed relation with each other while permitting relative vertical movements of the wheels with respect to the truck frame. Between springs 9, each side member is depressed to a low level, slightly clearing the associated equalizer 7, as at 14, and is alsolbowed outwardly in the region to form a low and widely spaced support for the truck secondary suspension, which willibe'describ'ed in greater detail below. The depressed central portions l4 of side members 11 are rigidly connected to eachothenby a pair of longitudinally spaced transversely extendingtran'soms 15.

For propelling the truck and the supported locomotive, traction motors M may be journaled on axles 2 and 3, with their nose portions supported in conventional manner on transoms l5 and are drivingly connected, through gear boxes G to the associated axles;

The secondary suspension referred to above includes elastomeric sandwich devices comprising flat horizontal elastomeric pads 17 bounded by and interleaved by horizontal metal plates, and upwardly open spring seats 19 mounted on the sandwich' devices and movable laterally of the truck thereon through shear in pads 17. A pair of upright coil springs 2K are seated in each of spring seats 19 and a transverse bolster 23 is supported at its ends directly on springs 2i, for vertical movement on the latter and lateral movement, through shear deflection in pads 17, with respect to the truck frame so as to be cushioned against vertical and transverse forces imparted to the frame by vertical and transverse irregularities in the track.

For transmitting longitudinal (tractive and braking) forces from the truck frame to the bolster at a low level, slightly inboard of frame side members 11, one of the transoms is formed with a pair of depending brackets 25, and bolster 23 is formed with n pair of similarly disposed depending brackets 27 spaced apart longitudinally of the truck from brackets 25. A pair of longitudinally extending anchor links 29 are pivotally connected at their opposite ends to brackets 25 and 27 at corresponding sides of the truck whereby to transmit longitudinal forces from the truck frame to bolster 23 while freely permitting vertical and lateral movements of the bolster with respect to the truck frame. The low level location of anchor links 29 provides for the transmission of tractive force to bolster 23, but to be effective against load transference, the bolster itself must be restrained or stabilized against tipping about a transverse axis with respect to the supported locomotive underframe U.

To thus stabilize bolster 23 and at the same time provide a swivel support for underframe U on the truck, the central portion of bolster 23 is depressed inwardly of frame side members 11 to a level substantially lower than its ends, and in this region is provided at its center with a large diameter upwardly facing annular surface 31 and the underframe U mounts a central bearing having a similar downwardly facing annular surface 33 in vertically opposing relation with bolster annular surface 31. Preferably, a annular disc 35 of friction material is interposed between surfaces 31 and 33 to oppose tendencies of the truck to oscillate or shimmy about its swivel axis.

To provide a pivot, about which the truck may swivel, and to transmit tractive forces from bolster 23 to underframe U, the bolster is formed with a central vertical recess 37 of circular cross section at the center of annular surface 31 and the underframe central bearing is formed with a central depending boss 39, which is matingly received in bolster recess 37. Vertically spaced below the opposing annular surfaces 31 and 33, recess 37 and boss 39 are formed with cylindrical surfaces 38 and 40, respectively, in close-fitting pivotal engagement with each other.

The moment opposing tendencies of the truck to tip about a transverse axis is equal to the product of the vertical load on the horizontal annular surfaces 31 and the diameter of the annular surfaces, while the moment tending to tip the truck, and thus transfer load from one axle to the other, is equal to the product of the tractive force and the vertical distance of the pivot-forming'surfaces of the mating boss 39 and recess 37 from the rail. Thus the distance of the opposing pivot forming surfaces below the level of the annular surfaces is such that the product of the height h from the rail of the pivot forming surfaces and the tractive force T (the tipping moment) will be less than the product of the diameter d of the annular surfaces and the vertical load L carried thereby (the antitipping moment). This may be expressed as an equation:

from which the height of the pivot forming surfaces of boss 39 and bolster recess 38 can be determined as follows:

d X L Operation of the truck is as follows: As motors M drive axles 2 and 3 through gear boxes G, the tractive forces T transmitted from the truck frame to bolster 23 through low level anchor links 29, and act through a moment arm h, the height of pivot forming surfaces 38 and 40 from the rail level, tending to tip the truck, about a transverse axis at the level of the pivot forming surfaces 38 and 40. This tendency to tip is opposed by the vertical load L on the central bearing horizontal surfaces 31 and 33, acting through moment arm d, their diameters. Since d X L h X T, by reason of the location of pivot forming surfaces 33 and 40 substantially below horizontal surfaces 31, tipping and consequent load transference from the front to rear axle will be prevented.

I claim:

1. In a railway truck having wheeled axles spaced apart longitudinally of the truck, truck structure supported from said axles, and a central hearing at the center of said truck structure for swivelly supporting a body structure thereon, said central bearing comprising an upwardly facing horizontal annular surface on the top of said truck structure, an opposing downwardly facing surface carried by said upwardly facing surface, a vertical axis circular recess in said truck structure at the center of said annular surfaces and a circular boss depending from said downwardly facing surface into said recess, said boss and said recess having mating cylindrical surfaces in pivot-forming engagement at a level vertically spaced from said opposed horizontal surfaces whereby to reduce the vertical distance of said engagement above the supporting track rail surface to a substantially lesser value than the distance of said opposed horizontal surfaces above the rail surfaces such that the moment of the vertical load on the central bearing horizontal surfaces opposing tipping of the truck about a transverse axis will exceed the moment of the tractive force tending to tip the truck and transfer load from axle to axle.

2. In a railway truck according to claim 1, said truck structure including a frame resiliently supported on said axles.

3. In a railway truck according to claim 2, a transverse bolster supported from said frame, said upwardly facing horizontal annular surface and said circular recess being formed in said bolster.

4. In a railway vehicle truck according to claim 3, means resiliently supporting said bolster on said frame, and additional means at a level substantially below said bolster for transmitting longitudinal forces from said truck frame to said bolster.

5. In a railway truck according to claim 4, said longitudinal force transmitting means comprising a pair of longitudinally extending anchor links pivotally connected at their ends to said bolster and frame respectively.

6. In a railway vehicle truck according to claim 5, said truck frame including longitudinally extending side members having end portions at a higher level than said axles and central portions depressed to substantially the level of said axles, said bolster supporting resilient means being carried on said side member depressed portions.

7. In a railway vehicle truck according to claim 6, said side member depressed portions being bowed outwardly transversely of the truck to provide maximum transverse spacing of said bolster supporting resilient means.

8. In a railway vehicle truck according to claim 7, the central portion of said bolster being depressed to a level substantially lower than its ends whereby to minimize the height of said central bearing.

9. In a railway truck according to claim 8, said resilient means being yieldable both laterally and vertically to permit lateral as well as vertical movements of said bolster on said truck frame.

10. In a railway truck according to claim 9, said frame including a pair of transverse transoms adjacent the opposite sides of said bolster, one of said transoms and said bolster having depending brackets aligned longitudinally of the truck near each side of the truck, said anchor links being connected to said brackets.

11. In a railway locomotive, body structure, a railway truck having wheeled axles spaced apart longitudinally of the truck, truck structure supported from said axles, and a central bearing at the center of said truck structure for swivelly supporting said body structure thereon, said central bearing comprising an upwardly facing horizontal annular surface on the top of said truck structure, an opposing downwardly facing surface carried by said upwardly facing surface, a vertical axis circular recess in said truck structure at the center of said annular surfaces and a circular boss depending from said downwardly facing surface into said recess, said boss and said recess having mating cylindrical surfaces in pivot forming engagement at a level vertically spaced from said opposed horizontal surfaces whereby to reduce the distance of said pivot forming engagement above the supporting track rail surface such that the moment of the vertical load on the central bearing horizontal surfaces opposing tipping of the truck about a transverse axis with res ect to said body structure will exceed the moment of the trac ive force tending to tip the truck and transfer load from axle to axle. 

1. In a railway truck having wheeled axles spaced apart longitudinally of the truck, truck structure supported from said axles, and a central bearing at the center of said truck structure for swivelly supporting a body structure thereon, said central bearing comprising an upwardly facing horizontal annular surface on the top of said truck structure, an opposing downwardly facing surface carried by said upwardly facing surface, a vertical axis circular recess in said truck structure at the center of said annular surfaces and a circular boss depending from said downwardly facing surface into said recess, said boss and said recess having mating cylindrical surfaces in pivot-forming engagement at a level vertically spaced from said opposed horizontal surfaces whereby to reduce the vertical distance of said engagement above the supporting track rail surface to a substantially lesser value than the distance of said opposed horizontal surfaces above the rail surfaces such that the moment of the vertical load on the central bearing horizontal surfaces opposing tipping of the truck about a transverse axis will exceed the moment of the tractive force tending to tip the truck and transfer load from axle to axle.
 2. In a railway truck according to claim 1, said truck structure including a frame resiliently supported on said axles.
 3. In a railway truck according to claim 2, a transverse bolster supported from said frame, said upwardly facing horizontal annular surface and said circular recess being formed in said bolster.
 4. In a railway vehicle truck according to claim 3, means resiliently supporting said bolster on said frame, and additional means at a level substantially below said bolster for transmitting longitudinal forces from said truck frame to said bolster.
 5. In a railway truck according to claim 4, said longitudinal force transmitting means comprising a pair of longitudinally extending anchor links pivotally connected at their ends to said bolster and frame respectively.
 6. In a railway vehicle truck according to claim 5, said truck frame including longitudinally extending side members having end portions at a higher level than said axles and central portions depressed to substantially the level of said axles, said bolster supporting resilient means being carried on said side member depressed portions.
 7. In a railway vehicle truck according to claim 6, said side member depressed portions being bowed outwardly transversely of the truck to provide maximum transverse spacing of said bolster supporting resilient means.
 8. In a railway vehicle truck according to claim 7, the central portion of said bolster being depressed to a level substantially lower than its ends whereby to minimize the height of said central bearing.
 9. In a railway truck according to claim 8, said resilient means being yieldable both laterally and vertically to permit lateral as well as vertical movements of said bolster on said truck frame.
 10. In a railway truck according to claim 9, said frame inclUding a pair of transverse transoms adjacent the opposite sides of said bolster, one of said transoms and said bolster having depending brackets aligned longitudinally of the truck near each side of the truck, said anchor links being connected to said brackets.
 11. In a railway locomotive, body structure, a railway truck having wheeled axles spaced apart longitudinally of the truck, truck structure supported from said axles, and a central bearing at the center of said truck structure for swivelly supporting said body structure thereon, said central bearing comprising an upwardly facing horizontal annular surface on the top of said truck structure, an opposing downwardly facing surface carried by said upwardly facing surface, a vertical axis circular recess in said truck structure at the center of said annular surfaces and a circular boss depending from said downwardly facing surface into said recess, said boss and said recess having mating cylindrical surfaces in pivot forming engagement at a level vertically spaced from said opposed horizontal surfaces whereby to reduce the distance of said pivot forming engagement above the supporting track rail surface such that the moment of the vertical load on the central bearing horizontal surfaces opposing tipping of the truck about a transverse axis with respect to said body structure will exceed the moment of the tractive force tending to tip the truck and transfer load from axle to axle. 